Mechanical interlock for elevators



May 6 1924. v 1,493,069

' E. 1.. DUNN MECHANICAL INTERLOCK FOR ELEVATORS Filed Sept. 16 1921 7 Sheets-$qeet 1 S 33 Mad a May 6, 19248 1,493,069

E. DUNN MECHANICAL INTERLQCK FOR ELEVATORS Filed m- 16. 1921 7 Sheets-Sheet 2 MW W May a, 192 1,493,069

- I E. L. DUNN MECHANICAL INTERLOCK FOR ELEVATORS Filed Sept. 16 1921 7 sheets-sheet u May 6 1924.

E. L. DUNN.

MECHANICAL INTERLOCK FOR ELEVATORF File Sep'h 16. 1921 7 Sheets-Sheet 4= May 6 192 5, 1,493,059

E. L. DUNN MECHANICAL INTERLOCK FOR ELEVATORS Filed Sept. 16. 1921 7 Sheets-Sheet 5 May 6 1924,

3,493,069 E. 1... DUNN MECHANICAL INTERLOCK FOR ELEVATORS Filed Sept. 16. 1921 7 Shee ts-Sheet 6 5,433,969 E. i... DUNN MECHANICAL INTERLOCK FOR ELEVATORS Filed Sept. 16 1923 7 Sheets-$heet Patented May 6, 1924.

tJNITE EDWARD L. D'UNN, OF EAST ORANGE. NEW JERSEY, ASSIGNOR' T0 OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY. A CORPORATION OF NEW JERSEY.

MECHANICAL INTERLDCK FOR ELEVATORS.

Application filed September 16, 1921. Serial No.'501,084

To aZZ whom it may concern:

Be it known that I, Enwann L. DUNN,

citizen of the United States, residing iii-East Orange, in the county of Essex and State of New J crsey, have invented a new and useful Improvement in Mechanical Interlocks for Elevators, of which the following is a specification.

My'invention relates to improvements in mechanical intef'iocks for elevators, which keep the landing door or doors, other than that door opposite to which the elevator car is stopped, securely locked. Stopping of the car at a landing unlocks the door, and opening of the door of the landing opposite to which the .car has been stopped locks the control mechanism of the car, preventing movement away from the said landing until the door has been closed.

An object of my invention is attained by the particular design oi that part of the interlo'ck mechanism on the car, whereby when the control mechanisnrha's been brought to a neutral or oft position to cause the car to be stopped at a landing, the coasting of the car in approaching. the landing causes the above said part of the interlocking mecha nismou the car to actuate that part of the interlock mechanism at the landing. unlocking the door at that landing, after which the door can be opened. The zone in which t unlocking takes place may be limited so that the carv is level with the landing or so near to itthat no ditliculty is exptrienced in getting in orout ofthe car. i

Another object of the inventionis to simplify the construction of an apparatus of the above named character.

A further. object of the invention is to make the ddor lock of the intcrlock mechanism reversible, 'so that the said door lock can be used either for right or left hand door. This object being attained without. the useot additional parts. v

A still further object of my invention in an elevator interlock mechanism is that it is adapted to be used with all types of car contr means used in operating a car, and is also adapted to be used with all types of landing doors, any or all of which are used in the elevator art, which object is also attained without the use of additional parts to the interlock mecl'ianism.

These objects I attain in the following manner, reference being had to the accompanying drawings, in which,

Figure 1 is a view in elevation of the door lock of the interlock mechanism, its parts being in the position they assume when the enclosure or hatchway door is locked.

Figure 2 is a view in elevation taken on the line a a looking in the direction of the arrows in Figure 1.

Figure 3 is a view in elevationof the door lock cam, as seen from within the car, which is a part of the interlock mechanism carried by the car, the cam being shown in the position it attains while the car is running.

Figure 4 is a view of the other part of the interlock mechanism carried by the car.

Figure 5 is another view of the mechanism in Figure 4, a part therein shown in a fragmentary form, and another part in section.

Figure 6 is a view of a suflicient part of an elevator car to illustrate my invention, in position in front of a landing with the door closed and unlocked; the door being in a condition to be opened or the car to be moved away from the landing, the view embodying the present invention, and applied to a horizontally sliding door. a

Figure ,7 terlock mechanism in Figure; 6, looking at its end in this instance, and showing another part of the invention, notshown in Figure 3.

Figures S- to 11 inclusive, illustrate the several positions of the door lock and door lock cam in the course of the operation of the interlocking mechanism.

Figure 12 illustrates the position of the door look when tripped by hand, the door lock tion.

Figures 1 and 14: are views illustrating the door lock with diiierent types of sliding doors and their points of contactwith the door lock in each individual case.

Figure 15 is a view of a suificient part of an elevator car to illustrate my invention.

applied to hand wheel air control, and show ing means to lock the band wheelfthat part only of the present invention of an interlock being shown to illustrate its connection with the present control, the other parts of the is a view in elevation of the incam bein shown in a running-poshinterlockmechanism being the same as shown in Figure 6,, the said parts being in the same position as they are shown in Figure 6, when the means for locking the present control is in the position as shown in the present figure, the enclosure or hatch- Way doorbeing in a condition to be opened in this case as related in the description of Figure 6. a

Figure 16 is a view illustrati my invention applied to hand\1;ope control, showing means to prevent/operation of the said control, that part only of the interlock mechanism being shown to illustrate its connection with the present control, further explanation of the remaining parts of the in vention being the same as given in the dc scription' of Figure 15.

Figure 17 is a View illustrating my invention applied to hand lever car control mech anism, illustrating the connection of a part of the interlock mechanism with the present control. further explanation of the remaining parts of the intention and position of the same, when the controlling means is in the otll' or neutral position. being substantially as told in the description of Figure 15.

Figur 18 is a view illustrating means For unlocking the door lock, to allow the enclosure or hatchway door to be opened independently of opening by means of the interlock mechanism on the car, the view shown being that seen from within the car, which car is not shown, the means for unlocking the door lock being actuated by means from the landing side, adapted to project through an opening in the wall between the hatchway and hall.

Figure 19 is a View in elevation illustrating the application of the door lock of the interlocking mechanism with a swinging door.

Figure 20 is a view in elevation of the intermediate locking mechanism, shown mounted in the Figure 19, looking at its front, which mechanism is used in'the case of swinging doors with the present invention of an interlock, the said mechanism being shown locked.

It will be noted that the figures embodying an enclosure orhatchway door are all of the horizontal sliding type with the exception of the door in Figure 19; this is for no other reason than that the present invention can be as well described with this type of door any other. Its adaptation to other types of sliding'doors will be described in connection with'Figures l3 and 14-."

Like reference. characters denote similar parts in all of the figures.

Reference being had to Figures 1 and 2, therein is shown a door lock, A, which is a part of the present invention of an interlock, and which comprises two movable parts, such as a ratchet, l, and a pawl, 2,-

another pin, 6, likewise riveted to the back plate. are tapped out for the reception of screws, 7 and 8. which in turn hold the front cover plate, 4, in place To the back plate,

3,- there .is also riveted another pin, 9, which is' adapted to project into a slot, 10, foianed in the ratchet, the purpose of the pin being to prevent throwing of the ratchet beyond its locked and unlocked positions. The ratchet has three forked ends or slotted openings, 11, 12 and 13. These make the lock adaptable to all types of sliding doors. The ratchet is designed with an unbala'med weight, 14, to cause it to rotate by the unbalanced weight due to gravity, the vertical line of its center of gravity not passing through its center of gravity, as will be explained hereinafter. The pawl. 2, is carried upon a horizontal pivot pin, 15, and is free to turn thereon, it being shouldered at both ends, and is removable, the pin being received by the back plate, 3, to the extent of one of its shoulders, the front plate resting against its other shoulder, by means of an opening in the said cover plate for that purpose, the pin virtually bridges the two plates and is held in place by the same. The. pawl is also unbalanced by meansof its full arm, 16, which extends out'from underneath the front plate, 4, and to which arm is attached a roller, 17, held to the pawl by means of a shoulder screw, 18, inside the roller, the screw being secured to the pawl. The other arm, 19, of the pawl extends up underneath the front cover plate, and is adapted to enthe locking and unlocking points of the ratchet. The back cover plate, 3, is pro Jided. with four fastener holes. 20, 21, 22 and 23, for mounting the door lock to the floor landing or wall ottho elevator well. lVhen the door lock is used with doors oi the opposite hand, its ratchet is turned around. the reverse side becoming the observe side. likewise the ing provided in the front cover plate and a similar holc directly umlerneatlr it or registering with it in the back cover plate lor the reception of the shouldered pin, 15, which carries the pawl.

Ilclcrring to Figure 13. l'llll'klll is shown the pawl, a hole, 25L, lie-- door lock cam, B, to be mounted 011 the car and is adapted to actuate the pawl of the door lock through the movement of the car control mechanism, which will be explained hereinafter, the purpose at this time being tov describe the cam, which comprises a cam, 25, its edges being turned in wardly forming a channel, across section of which is shown for;illustratioin One side of the cam is straight throughout its end, 34, of the cam 26.

entire length, and the other side'is straight in the vicinity of the middle of its length, its ends being turned outwardly therefrom.

Extending outwardly on. either side of the body part of the cam are two arms, 26 and 27, to the ends of which are loosely pivoted two links, 28 and 29. the links are adapted to be loosely journaled at 30 and 31 to an angle iron plate, 32, secured to the car on its under side, as shown in Figure 6. A rod, 33,21 fragmentary part of which is shown in Figures 3 and 4, and the whole of which is shown in Figure 6, is loosely journaled to the lower Referring to Figures 4 and 5, therein are shown views of the remaining parts of the interlock mechanism, all of which are adapted to be fastened to the under side of a car platform by hangers, 35 and 36, the hanger, 35, consisting of two arms, 37 and 38, the arm. 37, centrally supporting at 39 a pair of bars, 40. At their ends, 41, and between the same is pinned a block, 42, to which block is pinned a forked connection, 43, which supports a rod, 44, which is adapted to project up through the car floor, and be connected to the car control apparatus. The forked connection, 43, and block, 42, provide in effect a universal joint and permit the parts constituting the connection to function properly regardless of the relative positions of the ear control apparatus and hanger, 35. To the other ends, 45, of the bars. 40, and between the same is pinned a roller, 46, which is designed to rest in a pocket, 47, in the upper end of a slot. 48, formed in a cam plate, 49, the plate being loosely journaled on a shaft, 50, mounted in the arm, 38, of the hanger, 35, and the other hanger, 36. The cam plate at its upper end is in the form of a button. a boss. 51, also constituting a part of that end of the cam the boss is encompassed by a. washer, 52, on one side of which rests one end of a spring, 53, the other end of the spring, encompassing another boss, 54. on the upper end of a clutch lever, 55. The boss. 54, supports a washer, 56, on one side of which rests the other end of the spring. 53. The clutch lever is cenirall pinned at 57 to the projecting end of the shaft. 50. in a slot formed in the shaft. the lower end of the lever adapted to engage a slot formed in a prong, 58, of the cam plate. the end of the lever being held in the slot by-means of the expanding spring, 53. exerting acontinuous pressure upon the other end of the lever. A chain, 59, is secured at one of its ends to the lever. and the other end to a lever, 72. The cause and time of operating the chain will be explained later. By means of the clutch lever, 55. results are obtained as if the cam were securely fastened to the shaft, 50, both The free ends of turning as one when moved. A collar, 60,

with the description of the parts shown in Figure 3.

' The description will nowproceed to describe the connection between the door lock, already described, adapted to be secured to the floor landing, and that part of the interlock mechanism adapted to be secured to the under side of the car, also already de scribed, the latter to be interlocked with the door lock when the door is in its open position, all of which is shown with a car, to be operated by means of a, car switch control mechanism, reference being had to Figures 6 and 7, and referring from time to time to Figures 8 to 11, inclusive, the latter figures illustrating parts of the interlock mechanism with their relative positions during the course of the interlock operation.

In the Figures 6 and 7, therein is shown a horizontal sliding door, D, one end of a door iron, 63, being secured thereto, the other end having engagement with the fork, 12, of the door lock ratchet, by means of a pin, 64, secured to the door iron, the pin projecting into the fork and held thereto, the door being closed but unlocked in the figures. V

Saying nothing further at this time relative to Figures'6 and 7, I will now proceed to describe the conditions while the car is running. i

When the car is running the door lock cam assumes a running position. the cam being operated by the car control mechanism,

as will he told'later. The door lock is locked during the running of the car, l0cking the enclosure or hatchway door, the position of the door lock and cam, assuming that as shown in Figure 8. The roller. 17, on the pawl, '2, of the door lock is adapted to projeet out into the path of the door lock cam, 25, and as is seen the roller is located centrally with the sides of the'cam. Corresponding door locks located at the various landings throughout the rise of the car. assume the same position. all of which above description shows that while the car is run ning the cam on the car has no contact, with the door locks although the roller on the pawl of the door lock projects out into the path of the cam.

iroing back to Figures 6 and 7. therein is shown the car, at rest at a landing, the door lock cam, 25, being in a stopped position, likewise the car switch, 65. The rod, 4.4. is fastened at its upper end to the car switch. 65. Movement of the car switch lever, 66, in either direction to cause the car to move,

causes the rod, 44, to move, they both being connected to the same center, 67, the rod by means of a connection, 68, one end of which is fastened to the center, the other end to the rod. The rod lifting the ends, 41, of the bars, 40, in an upwardly direction in its movement, the other ends, 45, of the rods being moved in a downwardly direction, the roller, 46, between these ends being moved out of the pocket. 47, of the slot, 48, in the cam plate,49. The slot in the cam corresponds in length to the relative length of throw of the car switch lever from both sides of its central position; this being so, any throw oflhe car switch lever in either direction moves the roller to a position in the slot equal to the relative length of throw of the car switch lever by virtue of the equal leverage of the bars, 40, either side of their pointsof connection, 39 to the arm, 37, of the hanger, The roller, 4-6, will then be 'at' some position in the slot during the running of the car as described with Figure 8, the position being that one relativeito the throw of the car switch handle. The car switch handle thrown to its extreme position in either direction would result in the roller being at the lowermost end of the slot. As the cam plate, 49, is connected to the shaft, 50, and also the crank arm, 62, in the manner already described, and the rod, 33, is fastened at one of its ends to the crank arm, and the other end to the door lock cam at 34., any throw of the car switch lever to start the car results in a movement of all these parts, through the connections to the car switch lever already described and the said parts. The throw of the lever required to remove the roller, 46, from the pocket, 47, in the cam plate, 49, determines the length of movement of the door lock cam, from its present or stopped position to the position shown in Figure 8, which is its running position; further 1novement of the roller in the slot does not result in any further movement of the door lock cam. the slot merely being means to allow further throw of the car swi tch lever without separation of the roller; from the slot. As there is invariably a sh ht'lost mot-ion either side ofthe central posttion of the can switch lever and the first control point in a car switch, and as the interlock mechanism is rigidly fastened throughout all parts to the car switch lover, the throw of the car switch lever from its central position towards the first control point of the switch will have resulted in withdrawing the roller, 46, from the pocket. 47, in the slot, and the door lock cam having assumed its running position before said control point has been reached, the pawl on the lock follow ing the cam in the movement of the cam to reach the said running position by virtue of the lack of balance of the lower arm, 16,-of

lustration.

the pawl, the upper arm, 19, of the pawl engagin the notch or locking point, 69, of

scription will now proceed to describe the operation of the interlock when the car is approaching a landing to stop thereat.

The car approaches the landing at which it is to be stopped; the car switch lever is brought to its central position. In doing so the door lock cam is caused to assume a position as shown in Figures 6 and 9, this can be readily understood after reading the aforegoing description of the operation of the interlock, the movements of the parts on the car being opposite at this time, the roller now being back in its position in the pocket, 47, of the slot, 48, of the cam plate, 49, having returned from the position it. was at in the slot while the car was running. The car coasts, as is known, to arrive at the landing after the car control mechanism has reached its off position, the upper outwardly extending end of the cam, contacting with the roller, 17, on the pawl of the door lock. the car approaching the landing in an upward direction of car travel inthis i1, The door lock cam camsthe pawl to one sidein this approach freeing the upper arm, 19, of the pawl from the notch or looking point, 69, in the ratchet of the lock, the roller, 17, assuming a position on the cam asshown when the car is brought to rest, see Figure 9, or so nearly so, as the range of the cam is so limited that a level or nearly so stop is made with the landing. The ratchet is now unlocked, as it is free of the pawl engagement, and the door, of course, is also now unlocked and is in con dition to be moved to be ripened. When the car is approaching the landing in a downwardly direction of car travel, the pawl is cammed back by the cam engaging the roller, 17, on the lower extending end of the cam. In the movement of the door in opening after it has beenunlocked, the door causes the ratchet and pawl to assume several positions, as there is contact between them through the intermediationof the door iron as heretofore described, in "which Figure 9 shows the door lock and cam as seen in the Figure 6, the door being unlocked but still closed. Movement-of the door in opening causes the ratchet to assume first the position as shown in Figure 10; It will be no ticed that the pawl has not as yet changed its position from that in Figure .9. As that part of the ratchet where the upper arm, 19,

of the pawl is now resting against, shown in Figure 10 is slightly convcxly rounded, further movementcf the door in opening, causes the. rounded surface of the ratchet to cam the'pawl completely out of the notch, 70, and the roller, 17, of the pawl to be moved towards'the straight side of the cam, the pawl having been cammcd by the round.- ed surface outof the way of. the notch, 70, in the ratchet, the upper arm. lit of the pawl engages the. notch, Tl, ot' the ratchet, see Figure 11, which is the final unlocked position of the door lock, and conversely speaking the tinal locking point ot the control meclu'inism. The feature. of rounding the surface of the side of the notch. 70, is important in elevator service conditions. In the operation of the car, the car control mechanism is brought to its central or oil position to stop the elevator. It, as is sometimes the case by reason of wear or lost mo tion of the parts, the-movcn'ientof the car control mechanism towards its central position serves to stop the elevator before. the control mechanism reaches its central position, it maybe that the throw of the cam by the ear control mechanism does not move the roller on the pawl. far enough to one side to turn the pawl entirely free o'l the. path of the side of the notch. 70, in the ratchet; thereupon, when the door is being moved 'on its way to its full open position, and in doing so turns the ratchet. it. may be found that the side. o'l' the notch. it), strikes the end, 19, of the pawl. the la-tter holds the ratchet against being further turned by the door, and, of course, also holds the door too from being further opened. By rounding the side of the notch, the rounded portion serves to cam the end of the pawl out of the path of the ratchet. Then a further movement of the door will move the door iron out. of the fork in the ratchet, in which it was in the beginning of the opening n'iovement of the dooiu The rounded surtare has still another advantage; if the car control llltt'lltllllflll requires to be moved to :tlili'l'. and the near side of the cam, bearing against. the roller, moves the roller sulhcient'ly far to turn the pawl entirely 'fi'eeot the notch, the roller is probably le'lt against. the. near or straight side of the cam. In order to allow for lateral play of the car in the elevator well, and possible inaccurate alignment of the positions of the parts oi the lock, etc., it is customary to space the two sides or faces of the cam further apart from each other than the mere diameter of the roller. Consequently, when the roller is against one'of the sides of the cam, there may be considerable space, comparatively speaking, between the roller and the other side of the cam. Therefore, whenthe car control mechanism is moved to actuate. the i oller to turn. the pawl, it may be found sition. whieh it would have a tendcnc that there is lost motion between the cam and roller. 'l'l'hereas, where the roundedthe roller earlier, which may be quite a desideratuin in local car service, as the use of a door lock mechanism results usually in slowing up the operation of the service of the elevator to some extent.

As the door iron on the door is. now free of the. fork of the ratchet with which it had engagement. in the opening of the door. it is possible at. this time to return the ratchet by hand to its locked position, but it will inunediately return to its unlocked position when released, as it is unbalanced. The pawl cannot follow the ratchet when the ratchet is being returned by hand to its locked poto do. as it is also unbalanced, because it 1s at that time prevented from being moved to engage and lock the ratchet. The above description points out the inability of a person on the. .tloor landing to cause the ratchet to assume its locked condition merely by fumbling it in the manner mentioned. Any attempt to move the car control mechanism at this time to start the car will result in the straight side of the cam, 25, contacting with. the roller, 17, on the pawl, and the car control mechanism cannot; be further moved. to cause the car to start, because the end of the pawl is engaged in the-notch inthe ratchet at the point, 71, and the car control mechai'iisn'i thereby is interlocked with the ratchetwhen the landing door is open at which the car is at. rest.

la the operation of closing the door, shown in Figures (3 and 7, the pin, (34, of the. door iron, 63, again engages the fork, 12, ot' the ratchet. Where a quick getaway ot the car from the landing is desired, the car control mechanism, 65, may be caused to assume a running position, when the ratchet has reached a position as in Figure It). in the closing of the door, this position being when the door is nearly closed, the straight side throughout of the cam, 25, contacting with the roller of'- the pawl through operating the car control mechanism, and turning the pawl, causing the upper arm, 19, ot the pawl, to' engage the ratchet at its locking notch. '70. The point being brought out is, that the operator does not have to fully close the door before starting the car away from the landing, but instead can get the car away from the landing before the door is fully closed, and therefore without delay than would be the case if he had to close the doorentirely before start-.

ing, the door being supposed to close toits entirety by its momentum: but if it is not its ' 2, being to'one side or out of the path of closed to its entirety in that movement, it will be locked, anyway, in the )osition it has moved to, and is prevented rom being per arm of the pawl riding on the surface of the ratchet, between the locking points,

and 69, into which it drops due to it being unbalanced, see Figure 19.

An emergency release mechanism is also provided in connection with the interlock mechanism. It is located in the car, and within convenient reach of the operator, as shown in Figure 7 and comprises a lever, 72, chain, 59, clutch lever, 55,.and spring, 53. The emergency release mechanism is designed to be operated if an occasion require, such, for instance, as a panic or fire, in which case, it may he desired to operate the car with open doors. The release is brought into play by bearing down on the end of the lever, 72, opposite the end to which the chain is secured. disengaging the clutch lever, 55, from the prong, '58, of the cam plate, 49, through the intermediation of the chain, 59, the chain running over a pulley, 73, held by a bracket, 74, secured to the under side of the car, the pulley acting as a guide to the chain. The cam plate, 49, is now free to turn on the shaft, 50, as it is no longer secured thereto by the clutch lever, 55, engaging its prong, 58. Any movement of the car control mechanism to start the car, results in the idle movement of the cam plate on the shaft, thereby allowing the car to be operated independently of the interlock mechanism.

Reference being had to Figure 12, the dc scription to follow will refer to operating the car with an open door, in the course of making repairs, or for other reasons that would necessitate the same. In such a case the pawl, 52:, of the door lock would be tripped by hand, assuring its open position by so doing, the car being out of the interlock zone at this time, the position of the car being below the landing, the door when opened. would cause the ratchet, 1, of the door lock to assume its unlocked position by virtue of the connection of the door iron, 68, between itself and the door; the position of the pawl and ratchet being as shown in the figure, which is their normally unlocked position when the door is opened. Operating the control mechanism to cause the car to move by the open door would result in the door lock cam, 25, assuming its running position, theldoor lock cam being in a position relative tothe pawl, 2, of the door look as seen in the figure, the roller, 17 of the pawl,

the door lock care when the car is running.

Figures 13 and 14, illustrate the adaptability of the door lock of the present invention of an interlock with the several types of sliding doors used in the elevator art. The first said figure showing the door 70 lock with a right hand horizontal opening door, a right hand vertical up opening door, and a left hand vertical down opening door. The Figure 1+1 differs from the Figure 13, in that the ratchet and pawl have been changed to the opposite hand, the door lock to be used in this instance with a left hand horizontal opening door, a left hand vertical ,up opening door, and a left hand vertical down opening door. The door iron of each door being shown engaged with its" particular fork of the ratchet, opening of which doors, the arrows indicating the direction, will result in the operation of the door lock as has heretofore been explained.

Reference being bad to Figures-15 and 16, therein is shown respectively a hand wheel and a hand rope control means for elevator ears, to be used in each case with a locking means, such as a latch, 75, with the present invention of a door interlocking mechanism. The latch comprises a body part, 76, a bar, 77, and a lever, 78. As the 1 car in each case is at rest, the locking means are locked with the car control means as, seen in the figures, the bar, 77, inthe case of the hand wheel control, is entered in a notch, 79, in the wheel, 80, and in the rope control means it is seen protruding out' into the path of the control rope, 81, being in a position to be engaged by the stops, 82, on the rope should they be moved in an elfort to start the car. The bar is moved out of its locking position with thecontrol m'eans by means of the lever, 78, an

arm, 83, of the lever engaging a groove, 84:,2

in the bar. An upward movement of the handle, 85, of the lever results in the con-.

trol mechanism being unlocked. The rod,

44, one end of which is fastened to the .lever,

78, through'the connection, 68. the other end to the ends, 41, of the bars, 40. through the intermediation of the forked connection, 43,

in the description of Figures 6 and 7.

In the case of an elevator with hand? lever control mechanism as shown in Figure 17, a lever, 86, is adapted to swing over,

a quadrant, 87. To the lever is secured a, mo

pin, 88, which engages a slot, 89, formed in the upper end of a connection, 90, the lower end of the connection being fastened to the rod, 44, at 91, the connection being pivoted at 92 to the control mechanism. Movement 3% of the lever, ,86, of the control mechanism:

to operate the car, C, causes its pin, 88,

to travel in the slot, 89, in the. connection,

90, the lower end of the connection swingmg in an are from its pivot pin, 92,: in a and the block, 42, is the rod, 44-. spoken ofi In the case of enclosure or hatchway door to be unlocked other than through the means of the interlock mechanism, reference is had to Figure 18, which illustrates such means, and which comprises a bar, 93, secured by its upper end, to the arm, 16, of the pawl, 2, of the door lock, its lowerend supporting one end of a bar, 94, by means of a pin, 95, secured to it and which engages a slot, 96, in the bar, the bar being fastened at. its other end at 97 to an arm, 98, of a crank, 99, the other arm, 100, of the crank being adapted to be engaged by a finger, 101. the crank to be pinned to the enclosure wall at 102, and the finger at 103, the finger to be turned by means of a key or other instrument from the landing side engaging the arm, 100, of the crank, lifting in an upward direction the arm. 98, moving at'right angle to the arm, 100, the arm, 98, carrying the bar with its movement, and which trips the pawl. The pawl being no longer engaged with the ratchet, the door can be opened, the ratchet and pawl assuming their unlocked position, as seen in Figure 11.

In the case of an elevator where swinging enclosure or hatchway doors are used, the present invention of an interlock may be used therewith, by using intermediate locking means. The door lock, A, of the present invention and its a plication to a swinging door being seen in igure 19. The intermediate lock, E, used in the present case comprises a gatohet, 104:, pivoted at 105 and free to turn thereon, and a pawl, 106. pivoted at 107, and free to turn thereon. the ratchet and pawl to be enclosed by a cover. 108. of which a section is shown thereof in the figure. An opening in the 1'()\'cl is provided at 109 to permit free move ment of the arm, 110, of the ratchet, which arm extends out of the cover as shown. and another opening at 111 to permit the door iron, 112, of the door. D. to protrude into and engage the lock. The lock is to be mountedon the door jamb at right angles tothe door, tour fastener holes, 113. 114, 115 and 116 being provided. To the arm, 110. of the ratchet of the intermediate lock, E, is loosely pinned a rod, 117. which rod extends downwardly, and is again pinned to a prong of the fork. 13. of the ratchet of thedoor lock, .A, which is to be secured to the wall below the landing sill. a side view of the door lock then being had by the observer but in the present figure it is shown in a front position to show more clearly its connection to a. swinging door. It will be noticed that only one of the lockingpoints on the ratchet of the door lock, A, is now used, namely, the locking point, 70, at which the pawl is now engaged. The pawl, 2, of the door look, A, is tripped by the cam mechanism in the same manner that has been heretofore described. Assuming that the pawl, 2, is no longer engaged with the lock ing point, 70, on the ratchet, through being tripped by the mechanism on the car, the door may be caused to be opened, the door iron, 112, being engaged with the ratchet, 1043, of the intermediate lock, E, at this time. A movement of it by the door will shift the ratchet by the'opening movement of the door to a position as shown in Figure 20, which is its locked position. The rim, 118, of the ratchet riding on the under edge, 119, of the pawl, during the shifting of the ratchet, after which the pawl talls downwardily engaging the ratchet as shown. The rod, 117, has been moved upwardly during the locking engagement of the ratchet and pawl of the intermediate lock, E, in the opening of the door, and as it is connected at its lower end to the ratchet, 2, of the door look, A, it has caused the said ratchet to assume its unlocked position. The door is now entirely unlocked and as has been told heretofore when the door lock is entirely unlocked through movement of the door in opening, operation'ot the car from the landing cannot be had.

In the operation of closing the door, the

J door iron, 112, engages the round point, 120,

of the pawl, c'ammin-g the pawl upwardly, being lifted as a consequence from engagement with the ratchet, the door iron in the further movement of closing the door engaging the ratchet, 104, moving it over to the position as shown in Figure 19. During this operationthe rod. 117, has been forced downward returning the ratchet. 1, of the door lock, A, to its locked position. The pawl of the door lock, caused to engage the ratchet at its locking point. TO, by the inter lock mechanism on the car will result in will la the door being securely locked. ll reflected that. in my invention both the ratchet, and pawl are positively actuated, and without the aid of springs. which is greatly to be desired in a door lock mech anism. since springs to operate the ratchet and pawl of door lock mechanisms may not be invariably depended upon: and moreover, by reason of the position of the merit anism in the elcvator well springs may not be merely visually properly inspected or co nvenicntl vaccessible to test. .-\gain. if [in door locking mechanism involving a 'spring' serve as a part of the HIOClltLIllSlil'l'NlWCGII 'W the car contml mechanism and the door locking mechanism to interlock the car contr l mechanism and the door and the spring happen not to" function. the our control mechanism could be operated with the door open or the door he opened when the car is not at that landing.

Having thus described my invention, what I desire to secure by Letters Patent of the United States is: l

1. In the art. of elevators, door inechanisms, locks, a lock, comprising a ratchet, pivoted on a horizontal axis, out. of equilibriuinor unlatlanced on its piti otq rnd free to be turned on its axis to be retracted by the movement of the door to in open position, and become disengaged from the door when in that position, and whereby the ratchet will normallv tend to turn on its axis to a retracted position, and a-pawl,

adapted to maintain the ratchet in its locked position, the pawl being also unbalanced, and means to hold the pawl out of engagement with the ratchet when the door is in an open position.

2. In the elevator art, door locking mech anisms, looks. a lock, having: a ratchet, with a notch therein, rounded at its free extremity and a pawl, adapted to engage and dis engage the notch by the movement of the car control mechanism, the rounded extremity of the notch serving to strike aud'move the pawl free of its engagement in the notch by the movement of the door to its open position.

3. In the elevator art, the combination of a'hatchway door locking mechanisi'n and a car control mechanism, comprising the ratchet of the door locking; mechanism, means to lock the ratchet with the door in a closed position, and amechanism co1inecting door locking and car control mechanisms, said connecting: mechanism comprising ai'i'iongother parts, an upright rod, its upper end connected to the car control ,meclmnisni, and its lower end extended he neath the car and attached to a part of the said connecting mechanism under the car, and a universal joint, between the rod and said part under the car.

4. In the. elevator art, the combination 0! a hatchway door locking mechanismand a car control mechanism, connn'isi'ng the ratchet of the door locking mechanism, means to lock the ratchet with the door in a closed position, and a mechanism connecting door locking and car control mechanisms, said connecting mechanism comprising a horizontal rod, one end of which is connected to the door locking mechanism, its other end fastened to one end of a shaft,

the shaft supporting at its other end a cam mei'nber, the cam i'n'ember supporting one end of cachof two additional rods, an upright rod, its upper end connected to the car control mechanism, and its lower end extended beneath" the car, and a universal joint between said upright rod and the other ends of each of the. said additional rods of a hatchway door locking mechanism and a I car control mechanism, comprising the ratchet ot' the door locking mechanism, means to lock the ratchet with the door ina closed position, and a mechanism connecting the door locking and car control mechanisms, said connecting mechanism comprising among other parts, a cam, comprised of a pocket and an eccentric lost motion slot, the flatterbeing of a length corresponding to the relative length of throw of the car control mechanism from both sides of its central position, a roller, adapted to be moved into and ut of the pocket, and be guided in the slot, an equal arm lever, one

cnd carrying the roller and the other end pivoted to the car control mechanism, whereby the slot serves to guide the roller, and a movement of the car control mechanism from its off position withdraws the roller from the pocket and releases the door lock mechanism.

(3. 1n the elevator art, in the combination of a car control mechanism and a hatchway door locking mechanism, adapted to interlock the door locking and car control mechanisms, a device adapted to release the in-' terlock between the said two mechanisms, and allow the car control mechanism to be operated to operate the elevator with the door unlocked or open, as the case may be.

7 In the el'evatorart, the combination of an interlocking mechanism between the hatchway doors and car control mechanism, said locking, mechanism including among other parts means whereby upon occasion the interlocking mechanisms other parts will be rendered inoperative, and allow the -ar control mechanism to be operated to operate the elevator with the doors open, said means comprising in effect a clutch adapted to free the interlocking mechanisms other parts between the car control and the door locking mechanisms.

8. I n the elevator art, in the combination of an interlocking' mechanism between the hatchway doors and car control mechanism,

said locking mechanism including means ated to operate the elevator with the doors open, said means comprising a lever, adapted to transmit motion between the car control and door locking mechanisms.

9. In the elevator art, the combination of an interlocking mechanism between the hatchwaydoors and car control mechanism,

said locking mechanism including among other parts means whereby upon occasionv the interlocking mechanisms other 1 parts will be rendered inoperative, and allow the -lever in the slot adapted to be freed of the slot to free the interlocking mechanisms other parts between the our control and the door locking mechanisms.

10. In the elevator art, the combination of an interlocking mechanism between the hatchway doors and car control mechanism, said locking mechanism including among other parts means whereby upon occasion,

the interlocking mechanisms other parts will be rendered inoperative, and allow the car control mechanism to be operated to operate the elevator with the doors open, said means comprising in effect a clutch, comprised of a slotted member and a clutch lever, a chain adapted to be fastened to the clutch lever to run over a wheel and also fastened to an operating lever adapted to transmit motion through the chain for freeing the clutch lever from the slot, that the interlocking mechanisms other parts between the car control and the door locking mechanisms may be free.

11. In the elevator art, in the combination of a car control mechanism, means intermediate of the hatchway door locking-mechanism and the door, and adapted to lock the car control mechanism, comprising a ratchet,

and a pawl, adapted to engage and be disengaged from the ratchet, an arm on the door, adapted to an age the ratchet, and upon movement of t e door to an open position to rotate the ratchet, and allow the pawl to engage it to prevent the car control mechanism from being operated and upon a movement of the door to its closed position to rotate the ratchet and disengage the pawl therefrom, and allow the car control mechanism to .be operated.

12. In the elevator art, the combination of movable means adapted to lock the hatchway door, the car control apparatus, and a connection between the latter and the door locking means for transmitting themovement of the car control apparatus to said movable means, comprising a lost motion device, whereby the variable movements or throw'of the carcontrol apparatus in the operation of controlling the car results in transmitting to the door locking means only one and the same fixed or limited or invariable throw, notwithstanding the variable throw of the car control apparatus.

13. In the elevator art, the combination of means to lock the hatchway door, the car control apparatus, and a lost motion connection between the locking means and car control apparatus, whereby the variable movements or throw of the latter inthe operation of controlling the car transmits to the lockin means only one and the same ing the variable movements of the car control apparatus, and a cam adapted. to fbe actuated by the movement of the car control apparatus to unlock the door.

14. In the elevator art, the combination of a movable lock for the hatchway door, the car control apparatus, and a lost motion de-' vice between the lock and car control apparatus, whereby the variable throw of the car control apparatus in the operation of the car retracts the lock invariably to one and the same fixed or limited throw to ,unlock it, notwithstanding the variable movements of the car control apparatus in the operation of stopping the. car, and a cam and opposite straight side or face, adapted to be ac-.

tuated by the movement of the car control .fixed and imited movement notwithstandapparatus, the cam to unlock the lock and the straight side to restore it vto its locked condition.

15. In the elevator art, the co' bination of a lock adapted to lock the hatchway door,-

the car control apparatus, and a lost motion connection between the lock and car control apparatus,\ whereby the variable throw'of the 4 car control apparatus in the. operation of bringing the car'to a stop moves the lock to one and the same fixed and limited osition to unlock the door, regardless of t e vari-.

able throw of the car control apparatus, and

a cam and opposite straight side or face adapted to be actuated by the movement of the car control apparatus, the cam to un latch. and the straight side or face to latch the lock, the lock being adapted to be moved by the door in its .movement to its full open position to bear against the straight side or face.

In testimony whereof, I have signed my name to this specification.

? EDWARD L. DUNN. 

